Albert p



(No Model.) A. P. MASSEY 8v E, NORMAND.

` BRAKE.

, 0'AMAA-2,092.' l PateiltdApr.zs,1889.

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N. PETERS, PhnwLilhognpner. washngnm n. C,

. UNITED STATESY PATENT OFFICE.

ALBERT P. MASSEY AND ELIE NORMAND, OF VATERTOWN, NEV YORK, ASSIGNORS TOTHE EAMES VACUUM BRAKE COMPANY, OFSAME PLACE.

SPECIFICATION forming part of Letters Patent No. 402,092, dated April23, 1889.

Application filed January 4, 1889. Serial No. 295,417. (No model.)

To all whom it may concern:

Be it known that we, ALBERT P. MAssEY, a

citizen of the United States, and ELIE NoR-. MAND, a subject of theDominion of Canada,

both residing at Watertown, in the county of Jefferson and State of NewYork, have invented an Improved Brake, of which the following is aspecification, reference being had to the accompanying drawings making apart hereof, in which- Figure l is a partial side view of a locomotive,showing an apparatus embodying our `4 is a plan of a modication, inwhich the middle portions of the brake-beams shown in the other guresare dispensed with. Figs. 5 and 6 are a side elevation and planillustrating our invention with two brakes on each wheel.

Our invention relates to that class of brakes in which the power isapplied through a double setN` of pull-rods and levers; and it consistsin the combination of the lever with the brakeblock by means of thebrake-beam, which preferably connects twobrake-heads, one at each end ofthe brake-beam, but which may of course be simply the end of abrake-beam, as in Fig. 4.

In the drawings, A is an equalizing-lever; B, a brake-block orbrake-head, and D the beam which connects the equalizing-lever A withthe brake-block B. This part D,'in all the figures except Fig. 4, isshown as a brakebeam, and that is the preferred form in all cases wherethese beams can extend across the locomotive or car Withoutinconvenience; but in some cases it is not desirable to have brake-beamsacross the locomotive, and in these cases some or all of the brake-beamshave their middle portions omitted, as in Fig. 4, and their inner ends,therefore, must be anchored in some suitable way.

In Fig. 4 we have shown each of the beams D D' anchored to the beam D2;but it will be obvious that this is a mere detail of construction,except that the beams D D must of course be suitably anchored when theyare made in two parts, as in Fig. 4, instead of in one single piece, asin the rest of the figures.

In some cases it is desirable to support the brake-blocks B B', dto.,each upon a pendent lever, either as in Fig. l or as in Figs. 3 and 5,both constructions being equally y well known, and when brake-blocks ofeither of these classes are used the journal d on the end of beam Dpasses through this pendent lever, as `will be clear from the drawings.Where the brake-blocks B B', ctc., are held each by a link, as is commonand has long been well known, the journal` d should of course passthrough the brake-block. l

In practice we prefer to apply the brakes to one side only of eachwheel, as in Figs. l, 2, 3, and 4; but it will be obvious that where apair of brakes is desired for each wheel our invention is equallyapplicable, as in Figs. 5 and 6.

The novelty of our invention consists in the combination. of the doubleset of pull-rods R R', &c., and levers A A', &c., with the brake-headsor brake-blocks B by means of the beams D, our main purpose being topro-y vide an apparatus with a double set of pullrods and levers, oneset of pull-rods and levers for each side of the locomotive, which issimple, effective, and better adapted to stand the shocks and jars towhich it is subjected than any other apparatus of this class known tous.

In operation, power is applied to the pullrods R, as indicated on theleft of Fig. l, or in any other suitable way, and this power through.levers A is applied to beam D, and through that to brakes B 5 but assoon as brakes B bring up against their wheel the power is appliedthrough rods R' to levers A, and through levers A to beam D', andthrough beam D to brake-heads B' and when brake-heads B' bring upagainst their wheel the power is applied through levers A' to rods R2,and through those rods to beam D2 and brakes B2, although, as will bewell understood by all skilled in the art, all the brakes actsimultaneously, or practically so..

IOO

In Figs. 5 and 6 the lpower applied through rod R is applied to brakesB3 through levers A3 and beam D3, thence through rods R3 to levers A,and through levers A and beam D to brake-heads B, and from levers Athrough rods R*t to levers A4, through levers A4 and beam D'1 tobrake-heads B4, thence through rods R', levers A and beam D tobrake-heads B', thence through rods R5, levers A5, and beam D5 to brakeheads B5, and thence through rods R2 and beam D2 to brakeheads B2.

Ve are aware of Reissue No. 10,7 96 to Poor, dated January 11, 1887, andof Patent No. 386,148 to Massey, dated July 17, 1888, and disclaim allthat is shown in them, Jfor in neither is there any part at allresembling the beams D D, which are essential elements in ourcombinations.

What We claim as our invention is- 1. In combination, the double set ofpullrods R R', 85o., the double set of levers A A dse., the beams D D',&e.,and the brake-heads'

